Car-brake



(No Model.) 2 Sheets-Sheet 1. J. TAYLOR.

GAR BRAKE. No. 471,444. Patented Mar. 22, 1892.

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J. TAYLOR. GAR BRAKE.

No. 471,444. Patented Mar. 22-, 1892.

-my applications for car-trucks of even date UNITED STATES PATENT OFFICE;

JOHN TAYLOR, OF TROY, NEWV YORK.

CAR=BRAKE.

SPECIFICATION forming part of Letters Patent No. 471,444, dated March 22, 1892. Application filed December 5, 1891. Serial No. 414,163. (No model.)

To all whom it may concern.-

Beit known that I, J OHN TAYLOR, of Troy, 1n the county of Rensselaer and State of New York, have invented certain new and useful Improvements in Oar-Brakes; and I do hereby declare that the following is a full, clear, and exact description thereof,.reference being had to the accompanying drawings, and to the letters of reference marked thereon, which form part of this specification, in which Figure 1 is a plan view of my improved brake mechanism with so much of a car-truck as is desirable to illustrate its position, the center of truck and tie-rods being broken away. Fig. 2 is an end elevation of brake mechanism asapplied to truck. Fig. 3 is a detail sectional elevation of brake devices. Figs. 4 and 5 are views illustrating an arrangement of the devices for an inside or between wheel brake mechanism. Fig. 6 is a detail view.

This invention is an improved brake mechanism for car-trucks, and it is especially designed for electric-motor trucks; and its objects are to so construct the mechanism that the brake-shoes will be simultaneously and with equal power thrown into contact with the wheels and will be simultaneously released; and it consists in the novel combination and construction of devices which will be hereinafter fully described, and summarized in the claims.

The brake mechanisms as illustrated in the accompanying drawings are especially designed for use with the car-trucks shown in herewith, and they are illustrated as applied to such trucks, but of course are also applicable to other trucks.

In the drawings, A A designate the brakebeams carrying the brake-heads, each consisting of upper and lower flat metal bars a a, laid parallel and horizontal, properly separated, however, by short sleeves A A, interposed between their ends, and united by bolts A transfixing their ends and said sleeves.

O O are the brake-head holders of ordinary construction, having rear brackets C O lying in the ends of beams A, and may be secured thereto by the bolts A or independent bolts, as may be desired.

B B are the beam-hangers, which, as shown,

engage openings in the rear web of holders 0 and are suspended from castings B which have depending ears B between which the upper end of hanger is pivoted bya bolt, and also have upper and lower lips, which embrace the edges of theside beams T of the truck, to which the castings are bolted.

D D are the brake-shoes, which are made between the members of the beam. The free extremities of levers E E are pivotally connected to the brake-rods e. The ends of said rods have elongated eyes e, in which the ends of levers E are pivoted, the inner ends of eyes e being rounded off, so that they will not catch 7 5 on the edges of beams A when moving forward or backward.

In order to obviate all danger of the eyes catching against the beams, the pins connecting levers A therewith are countersunk, and

the members a a of beams A are respectively depressed and elevated at the points where the eyes 6' play through the beams, as indicated at a a.

F F are links pivotally connected to levers E by countersunk rivets near the pivots of the latter and extending inwardly, and are pivotally connected to the centers of horizontal bars G G, lying parallel with the brake-beams.

The bars G lying at opposite ends of the frame,

but between the brake-beams, are connected. by tie-rods G G, preferably made in two parts, adjustably united at center by turnbuckles G G as shown. The ends of bars G rest in elongated eyes or loops G G formed 9 5 in rods G, as shown, and are secured therein by rivets. The extremities g of rods G projectbeyond the bars G and through eye-castings a bolted between the members of beams A, as shown, thus upholding the bars G and too rods on said beams. The extremities of rods G beyond the beams A are provided with pins, nuts, or collars g, by which they are prevented from slipping out of or entirely disengaging castings a At the same time suffi cient play is allowed to permit the brakebeams to be moved from the wheels.

11 H designate springs which are clipped to the end beam of the truck and turned up over and down opposite the ends of beams A A, having slots h in their lower ends for the reception of the ends of link-rods I I, which are fastened to the adjoining ends of beams A A and extend outward through slots 7L h, and m m are adj usting-nuts on the threaded extremities of said link-rods, by which they can be so adjusted against the tension of the springs II as to normally draw the brake beams and shoes out of contact with the wheels. The link-rods may be secured to the beams by the same bolts that confine the shoe-holders thereto. By this construction each-end of bothbrake-beams can be independently adjusted so as to insure an entire withdrawal of the shoe from the wheel when brakes are released, and by keeping the shoes equidistant from the wheels a simultaneous contact of the same with the wheels is insured when brakes are applied.

In operation, when the brake-chain is tightened at either end of ear, the lever E, to which the chain connects, is drawn outward, and through its connections the adjoining; bar G is inoved outward. This movement of one bar G through rods G draws inward the other bar G and also the other brake-beam, whose inward movement is, however, arrested by the contact of the shoes with the wheels. The outward movement of the first bar G is thus arrested, and consequently lever E, turning on its connection with links F, throws its connected beam A inward until its movement is arrested by the contact of its shoes with the car-wheels, and further strain on the lever only increases the pressure of the brake-shoes against the wheels. By this construction it will be observed that one set of brake-shoes are pulled against the wheels and the other set with equal power are pushed against the wheels. The leverage is applied directly to the centers of the brake-beams, and all strains are directly vertical or horizontal. The brakes act so near together as to be practically simultaneous. \Vhen released springs II, through link-rods M, immediately disengage the several shoes from the wheels.

In Figs. 4 and 5 the brake is illustrated as a center brake, the beams A A being hung be tween the wheels. Bars G, rods G, and links F are omitted. Levers E E are directly connected by a pitman N, (preferably made in two parts connected at center by a turn-buckle to make it longitudinally adjustable.) The ends of pitman N are pivoted to levers E E, near the pivots of the latter, to beams A A. The pitman is provided with pins or stops N N" near its ends, adapted to engage the inner edges of bars A A and limit the play of the pitman. The extremities of levers E E are connected to the brake-chains at the ends of car opposite that which the levers adjoin.

Springs L L are clipped to a beam lying transversely of and at center of car and are adjustably coniiected to the ends of beams A A by the link-bolts S, engaging eyes R on the beams and operating substantially like springs II and rods M, before described. With this brake when the brake-chains are tightened the levers are drawn inward, moving pitman N inward until its movement is stopped by the opposite beam. The beams are then forced apart until their shoes strike the carwheels, the levers and pitman constituting a toggle to throw the beams apart. This brake is useful when outside or gearless motors are employed.

Having thus described my invention, I claim 1. The combination of the suspended brakebeams, the levers pivoted to the centers thereof, the brake-chains connected to the ends of said levers, and pivotal connections between the ends of said levers and the opposite brakebeams, and the springs for drawing said brakebeams from the wheels, all substantially as specified.

2. The combination of the brake-beams, each composed of two horizontal flat parallel bars, the brake-heads attached to the ends thereof, the brake-levers centrally pivoted to the beams between the members thereof, the brake-chains connected to said levers, the springs, and connections between the respect ive levers and the opposite beams, whereby the beams are moved in opposite directions when either lever is shifted, all substantially as specified.

3. The combination of the brake-beams, each composed of two horizontal flat parallel bars, the brake-heads attached to the ends thereof, the hangers suspending the same, the brake-levers pivoted to the centers of the beams between the members thereof, the brake-chains connected to the free ends of said levers, the releasing-springs, the ad j ustable connections between the springs and ends of brake-beam, and adjustable connections between the respective levers, whereby the beams are moved in contrary directions when either lever is shifted, substantially as specified.

4. The combination of the suspended brakebeams, the brake-levers pivoted thereto, the rods loosely but directly connected to and connecting both beams and supported thereby,

and pivoted link connections between said brake-levers and said rods, whereby when a brake-lever is turned both brake-beams are moved in opposite directions, substantially as specified.

5. The combination of the suspended brakebeams, the bars lying beside the same, the rods connecting said bars and loosely connected to both of the beams and supported thereby, the brake-levers pivoted centrally to the beams, and the link connections between said levers and bars, substantially as described.

6. The combination of the brake-beam composed of horizontal bars a (1,, arranged parallel and having opposite depressions and elevations a, respectively, with the brake-lever lying between bars co and pivoted about centrally thereto, substantially as specified.

7. The combination, with the brake-beams, of the lipped castings B and hangers B, substantially as described. I

8. The combination of the suspended brakebeams, the bars lying beside the same, the adjustable rods connecting said bars, supported by and loosely engaging both of the brakebeams, the brake-levers pivoted to the centers of the beams, the links connecting said levers and bars, and the springs connected to the beams, substantially as described.

9. The combination of the suspended brake- JOHN TAYLOR.

Witnesses:

HARRY O. INGALLS, H. JUDD WARD. 

